WO2007123036A1 - Vehicule et son procede de commande - Google Patents

Vehicule et son procede de commande Download PDF

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Publication number
WO2007123036A1
WO2007123036A1 PCT/JP2007/057980 JP2007057980W WO2007123036A1 WO 2007123036 A1 WO2007123036 A1 WO 2007123036A1 JP 2007057980 W JP2007057980 W JP 2007057980W WO 2007123036 A1 WO2007123036 A1 WO 2007123036A1
Authority
WO
WIPO (PCT)
Prior art keywords
power
output
braking force
input
drive circuit
Prior art date
Application number
PCT/JP2007/057980
Other languages
English (en)
Japanese (ja)
Inventor
Takahiko Hirasawa
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2007123036A1 publication Critical patent/WO2007123036A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0076—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/611—Engine braking features related thereto
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle and a control method thereof.
  • a vehicle includes a drive motor that drives a drive shaft and a brake that outputs a braking force by hydraulic pressure.
  • a brake that outputs a braking force by hydraulic pressure.
  • the brake pedal Based on the amount of stepping on and the number of revolutions of the drive motor, it has been proposed to set the regenerative braking force of the drive motor to ensure the braking force required by the driver (for example, Patent Document 1). reference).
  • Patent Document 1 JP 2001-268703 A
  • the present invention has been made in view of such problems, and in a vehicle equipped with an electric motor, a braking position is ensured even when the shift position is a-neutral position and an abnormality occurs in the braking force applying means. It is an object of the present invention to provide a vehicle and a control method thereof.
  • the present invention employs the following means in order to achieve the above-described object.
  • An electric motor capable of inputting and outputting power to the drive shaft
  • Power storage means capable of exchanging electric power with the electric motor via the drive circuit, braking force applying means capable of outputting a braking force to the vehicle using fluid pressure, State detecting means for detecting the state of the braking force applying means;
  • the drive circuit When the shift position is a -neutral position and the state detection means detects that the braking force applying means is in a normal state, the drive circuit is stopped when it is normal, and the shift position is -a neutral position and the state is detected.
  • the drive circuit is configured to output a regenerative braking force to the drive shaft by converting the power of the drive shaft into electric power by the electric motor when an abnormality is detected by the means that the braking force applying means is in an abnormal state.
  • the drive circuit is deactivated when the shift position is the neutral position and the braking force applying means is normal, and the shift position is the-neutral position and the braking force applying means is abnormal.
  • the drive circuit is controlled so that the regenerative braking force is output to the drive shaft by converting the power of the drive shaft into electric power by the electric motor.
  • the drive circuit is deactivated during normal operation to prevent power from being output from the electric motor, and when abnormal, the regenerative braking force from the electric motor is output to the drive shaft without deactivating the drive circuit. . Therefore, the braking force can be secured even when the shift position is the -neutral position and the braking force applying means is abnormal.
  • a vehicle of the present invention is connected to an internal combustion engine, an output shaft of the internal combustion engine, and a drive shaft, and is capable of motoring the internal combustion engine and includes input / output of electric power and power.
  • Power motive power input / output means capable of outputting at least part of the power of power to the drive shaft
  • the drive circuit can also drive the power motive power input / output means
  • the power storage means is the drive
  • the power can be exchanged with the power power input / output means via a circuit
  • the control means motorizes the internal combustion engine with the power power input / output means when the abnormality occurs, so that the braking force by the internal combustion engine is controlled.
  • the drive circuit may be controlled to output the signal to the drive shaft.
  • the control means controls the drive circuit so as to cause the drive shaft to output the braking force by the power power input / output means based on the electric power that can be input to the power storage means at the time of the abnormality. It is good.
  • the control means controls the drive circuit based on the input possible power of the power storage means at the time of the abnormality, the regenerative braking force by the electric motor is obtained when the input possible power of the power storage means is larger than a predetermined power.
  • the drive circuit may be controlled such that the braking force from the internal combustion engine is output to the drive shaft by motoring the internal combustion engine.
  • the power generated by the output of the regenerative braking force of the motor is stored in the power storage means and the regenerative braking force is output to the drive shaft, and the power cannot be stored in the power storage means.
  • the generation of electric power generated by the output of the regenerative braking force of the electric motor is limited, and the electric power is consumed by the electric power power input / output means to output the braking force by the internal combustion engine. Can be secured.
  • the power drive input / output means is connected to three axes of the drive shaft, the output shaft of the internal combustion engine, and a rotatable rotary shaft, and is connected to any two of the three shafts.
  • the three-axis power input / output means for inputting / outputting power to the remaining shaft, and the generator capable of motoring the internal combustion engine and inputting / outputting power to the rotary shaft It is good also as a means provided with these.
  • the drive circuit may be an inverter, and the control means may shut off the inverter as an operation stop of the drive circuit.
  • the vehicle of the present invention includes vehicle speed detection means for detecting a vehicle speed, and the control means is configured to detect the abnormal time when the vehicle speed detected by the vehicle speed detection means is equal to or lower than a predetermined vehicle speed at the time of the abnormality.
  • the drive circuit may be deactivated, and the drive circuit may not be deactivated when the vehicle speed detected by the vehicle speed detection means is higher than the predetermined vehicle speed. In this way, when the vehicle is at a predetermined vehicle speed or less, it is possible to prevent the drive circuit force from outputting power when the vehicle is in the neutral position.
  • the “predetermined vehicle speed” is set to be equal to or less than the upper limit of the speed at which the vehicle can be stopped even by the braking force applying means in which an abnormality has occurred.
  • the vehicle of the present invention is A vehicle that travels with a drive shaft connected to an axle,
  • Power storage means capable of exchanging power with the power drive input / output means via the drive circuit
  • Braking force applying means capable of outputting a braking force to the vehicle using fluid pressure
  • State detecting means for detecting the state of the braking force applying means
  • the drive circuit When the shift position is a -neutral position and the state detection means detects that the braking force applying means is in a normal state, the drive circuit is stopped when it is normal, and the shift position is -a neutral position and the state is detected.
  • the power driving input / output means motors the internal combustion engine to output the braking force from the internal combustion engine to the drive shaft.
  • the drive circuit is deactivated when the shift position is the neutral position and the braking force applying means is in a normal state, and when the shift position is the-neutral position and the braking force applying means is in an abnormal state, the power is
  • the drive circuit is controlled so that the braking force of the internal combustion engine is output to the drive shaft by motoring the internal combustion engine by the power input / output means. In this way, the drive circuit is stopped during normal operation to prevent power output from the power / power input / output means, and when abnormal, the braking power of the internal combustion engine by the power / power input / output means is stopped without stopping the drive circuit. Is output to the drive shaft.
  • the vehicle control method of the present invention includes:
  • a motor that travels with the drive shaft connected to the axle and that can input and output power to the drive shaft, a drive circuit for driving the motor, and a braking force that can be output to the vehicle using fluid pressure
  • a braking force applying means comprising:
  • the drive circuit When the shift position is -the neutral position and the braking force applying means is in a normal state, the drive circuit is stopped.When the shift position is -the neutral position and the braking force applying means is in an abnormal state, the drive circuit is stopped. It includes controlling the drive circuit so that a regenerative braking force generated by converting the power of the drive shaft into electric power by an electric motor is output to the drive shaft.
  • the drive circuit when the shift position is the-neutral position and the braking force applying means is normal, the drive circuit is deactivated, and the shift position is the neutral position and the braking force applying means is In an abnormal state, which is an abnormal state, the drive circuit is controlled so that the regenerative braking force is output to the drive shaft by converting the power of the drive shaft into electric power by the motor. In this way, the drive circuit is stopped during normal operation to prevent power from being output from the electric motor, and when abnormal, the regenerative braking force by the electric motor is output to the drive shaft without stopping the drive circuit operation. . Therefore, the braking force can be ensured even when the shift position is in the neutral position and the braking force applying means is abnormal.
  • various aspects of the vehicle described above may be adopted, and steps for realizing the functions of the vehicle described above may be added.
  • FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 that is an embodiment of the present invention.
  • FIG. 2 is a flowchart showing an example of N-position control control executed by the hybrid electronic control unit 70 of the embodiment.
  • FIG. 3 is an explanatory diagram showing an example of the relationship between the battery temperature Tb and the input / output restrictions Win, Wout in the battery 50.
  • FIG. 5 is an explanatory diagram showing an example of a required braking torque setting map.
  • FIG. 6 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining the rotating elements of the power distribution and integration mechanism 30.
  • FIG. 7 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 of a modified example.
  • FIG. 8 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.
  • FIG. 9 is a configuration diagram showing a schematic configuration of an electric vehicle 320 according to a modification.
  • FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention.
  • the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and a power distribution and integration.
  • the engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and inputs various sensor force signals that detect the operating state of the engine 22.
  • the engine ECU is under operation control such as fuel injection control, ignition control, and intake air amount adjustment control.
  • the engine ECU 24 communicates with the electronic control unit 70 for the hybrid, and controls the operation of the engine 22 by a control signal from the electronic control unit 70 for the hybrid and uses the data regarding the operation state of the engine 22 for the hybrid as necessary. Output to electronic control unit 70.
  • the power distribution and integration mechanism 30 includes a sun gear 31 as an external gear, a ring gear 32 as an internal gear arranged concentrically with the sun gear 31, a ring gear 3 and the sun gear 31. 2 and a carrier 34 that holds the plurality of pinion gears 33 so as to rotate and revolve freely, and the sun gear 31, the ring gear 32, and the carrier 34 are used as rotational elements to perform differential action. It is configured as a planetary gear mechanism to perform.
  • the crankshaft 26 of the engine 22 is connected to the carrier 34
  • the motor MG 1 is connected to the sun gear 31
  • the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32 a.
  • the power from engine 22 input from carrier 34 is distributed according to the gear ratio between sun gear 31 and ring gear 32, and when motor MG1 functions as a motor 34
  • the power from the engine 22 input from the engine and the power from the motor MG1 input from the sun gear 31 are combined and output to the ring gear 32 side.
  • the power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 39a and 39b of the vehicle via the gear mechanism 37 and the differential gear 38.
  • Both the motor MG1 and the motor MG2 are configured as well-known synchronous generator motors that can be driven as a generator as well as a generator, and exchange power with the battery 50 via inverters 41 and 42.
  • the power line 54 connecting the inverters 41 and 42 and the notch 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and is generated by either the motor MG1 or MG2. Can be consumed by other motors. Therefore, the battery 50 is charged / discharged by electric power generated from one of the motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by motors MG1 and MG2, battery 50 is not charged / discharged.
  • the motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as motor ECU) 40.
  • the motor ECU 40 includes signals necessary for driving and controlling the motors M Gl and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown).
  • the phase current applied to the motors MG1 and MG2 detected by the above is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40.
  • the motor ECU 40 communicates with the hybrid electronic control unit 70 and drives and controls the motors MG1 and MG2 by the control signal from the electronic control unit 70 for the hybrid. At the same time, data on the operating state of the motors MG 1 and MG 2 is output to the electronic control unit 70 for the hybrid as required.
  • the battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52.
  • the notch ECU 52 is connected to a signal necessary for managing the notch 50, for example, a voltage between terminals of a voltage sensor (not shown) installed between the notch 50 terminals, and an output terminal of the notch 50.
  • the charging / discharging current from a current sensor (not shown) attached to the power line 54, the battery temperature Tb from the temperature sensor 51 attached to the battery 50, etc. are input, and the state of the battery 50 is Is output to the hybrid electronic control unit 70 by communication.
  • the battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.
  • SOC remaining capacity
  • the brake actuator 92 responds to the share of the brake in the braking force that is applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated when the brake pedal 85 is depressed. Regulates the hydraulic pressure of the brake wheel cylinders 96a to 96d via the hydraulic pipes 93a to 93d so that the braking torque acts on the drive wheels 39a and 39b and the driven wheels 39c and 39d. The hydraulic pressures of the brake wheel cylinders 96a to 96d can be adjusted so that the braking torque acts on the wheels 39a, 39b and the driven wheels 39c, 39d.
  • the brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94.
  • the brake ECU 94 is not shown in the figure attached to the drive wheels 39a, 39b and the driven wheels 39c, 39d by a signal line (not shown).
  • Anti-lock brake that prevents any of the driving wheels 39a, 39b and driven wheels 39c, 39d from slipping due to a lock when the driver depresses the brake pedal 85 by inputting a signal such as steering angle System function (ABS), traction control (TRC) to prevent one of the drive wheels 39a, 39b from slipping due to idling when the driver depresses the accelerator pedal 83, and when the vehicle is turning It also performs posture maintenance control (VSC) to maintain posture.
  • ABS steering angle System function
  • TRC traction control
  • VSC posture maintenance control
  • the brake ECU 94 receives signals from hydraulic sensors 95a to 95d that detect the hydraulic pressure provided in each of the hydraulic pipes 93a to 93d. Is also entered.
  • the brake ECU 94 communicates with the electronic control unit 70 for the hybrid, and controls the drive of the brake actuator 92 by the control signal from the hybrid electronic control unit 70, and the state of the brake actuator 92 as necessary. Data related to this is output to the hybrid electronic control unit 70.
  • the hybrid electronic control unit 70 is configured as a microprocessor centered on a CPU 72. In addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, and an input (not shown). An output port and a communication port are provided.
  • the hybrid electronic control unit 70 detects the idling signal from the idling switch 80, the shift position sensor 82 that detects the operating position of the shift lever 81, and the depression amount of the accelerator pedal 83 from the shift position sensor 82. Accelerator pedal position sensor Acc, accelerator pedal position Acc, brake pedal 85 depressing amount brake pedal position sensor 86 brake pedal position BP, vehicle speed sensor 88 vehicle speed V, etc. via the input port Have been entered.
  • the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 94 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, and the brake ECU 94.
  • Various control signals and data are exchanged.
  • the shift position SP the parking position (P position) for parking, the neutral-neutral position (N position), the drive position (D position) for forward travel, and the reverse for reverse travel There are positions (R position).
  • the hybrid vehicle 20 of the embodiment configured as described above is a request to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver.
  • Torque is calculated, and the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a.
  • Operation control of the engine 22 and motor MG1 and motor MG2 includes controlling the operation of the engine 22 so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is a power distribution integrated mechanism.
  • 30 and motor MG1 and motor MG2 are converted to torque and output to ring gear shaft 32a.
  • the engine 22 is operated and controlled so that the engine 22 outputs the power that matches the sum of the torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2, and the required power and the power required for charging and discharging the battery 50. All or part of the power output from the engine 22 with charging / discharging of the Notter 50 is output to the ring gear shaft 32a with torque conversion by the power distribution and integration mechanism 30, motor MG1, and motor MG2. Charge / discharge operation mode for controlling the motor MG1 and motor MG2 and motor operation mode for controlling the operation to stop the operation of the engine 22 and output the power corresponding to the required power from the motor MG2 to the ring gear shaft 32a. and so on.
  • FIG. 2 is a flowchart showing an example of an N-position control routine executed by the hybrid electronic control unit 70. This routine is executed after the shift lever 81 is operated to the N position.
  • the CPU 72 of the hybrid electronic control unit 70 first inputs data necessary for control, such as the input / output limit Win of the battery 50 and the vehicle speed V from the vehicle speed sensor 88. Processing is executed (step S100).
  • the input / output limit Win of the battery 50 is a value set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 through communication from the battery ECU 52. It was supposed to be entered.
  • the input limit Win of the notch 50 sets the basic value Wintmp of the input limit Win based on the battery temperature Tb, sets the correction factor for the input limit based on the remaining capacity (SOC) of the battery 50, Set input limit Win Basic value Wintmp can be set by multiplying it by a correction factor.
  • Fig. 3 shows an example of the relationship between the battery temperature Tb and the input / output limits Win and Wout.
  • Fig. 4 shows an example of the relationship between the remaining capacity (SOC) of the battery 50 and the input and output limits Win and Wout correction factors. Show.
  • step S110 it is determined based on the brake pedal position BP from the brake pedal position sensor 86 whether or not the driver has a braking request for the vehicle (step S110).
  • the brake abnormality includes an abnormality caused by the brake actuator 92 not operating normally, a communication abnormality in which the communication between the brake ECU 94 and the hybrid electronic control unit 70 cannot be normally performed, and the like. .
  • the determination of the brake abnormality can be made, for example, by checking the value of the brake abnormality flag that is set when an abnormality is detected in the control of the brake actuator 92 by the brake ECU 94, This can be done by checking the value of the communication error flag that is set when a communication error with the control unit 70 occurs.
  • the abnormality of the brake actuator 92 include liquid leakage in hydraulic pipes 93a to 93d between the brake actuator 92 and the brake wheel cylinder 96a (see FIG. 1). In the present embodiment, a case will be described in which a liquid leak in the hydraulic pipe 93a is detected based on a signal from the hydraulic sensor 95a as a brake abnormality.
  • step S120 it is determined that there is no abnormality in the brake operated by the brake actuator 92, that is, it is determined that the brake is normal, or in step S110, there is no driver's braking request for the vehicle.
  • the inverters 41 and 42 of the motors MG1 and MG2 are gate-blocked so that unnecessary driving torque is not output from the motors MG1 and MG2 to the ring gear shaft 32a (step S130).
  • it is determined whether or not the shift position has been changed from the N position based on the shift position SP from the shift position sensor 82 step S 140
  • it is determined that the shift position has not been changed from the N position If it is determined that the shift position has been changed from the N position, the routine is terminated.
  • step S120 determines that an abnormality has occurred in the brake
  • This threshold value Vref is set to a vehicle speed (for example, 5 kmZh, lOkmZh, etc.) that can sufficiently stop the vehicle even with the braking force obtained by the brake in which an abnormality has occurred.
  • the inverters 41 and 42 of the motors MG1 and MG2 are gated in step S130, assuming that braking is possible with the current brake.
  • step S160 it is determined whether or not the absolute value of the input limit Win of the notch 50 is larger than the predetermined value Winref (step S160).
  • This predetermined value Winref is set to a predetermined ratio (for example, 20% or 30%) of the maximum value of the input limit Win.
  • the maximum value of the input restriction Win is a value obtained by multiplying the maximum value of the basic value Wintmp of the input restriction Win by the correction coefficient “1”.
  • Input restriction Since Win is the power that can be charged to the battery 50 in consideration of the temperature of the current battery 50, the determination in step S160 is whether the battery 50 can sufficiently charge the power generated by the motor MG2, etc. It is to determine whether or not.
  • step S 160 When it is determined in step S 160 that the input limit Win of battery 50 is greater than the predetermined value Winref, it is assumed that notch 50 is sufficiently charged, and the regenerative braking process is performed to output the regenerative brake by motor MG2. (Step S170).
  • the regenerative braking process by the motor MG2 will be described.
  • the regenerative brake is executed based on the input brake pedal position BP and the vehicle speed V! / And the drive shaft connected to the drive wheels 39a and 39b as the braking torque required for the vehicle.
  • the required braking torque Tr * to be output to the ring gear shaft 32a is set, and the required braking power Pr * is calculated by multiplying the required braking torque Tr * by the rotation speed Nr of the ring gear shaft 32a.
  • the regenerative braking power required for the motor MG2 is obtained from the difference between the braking power Pr * and the braking force that can be output in the current brake state, and the inverter is configured so that the obtained regenerative braking power is output from the motor MG2. It is set to perform 42 switching controls.
  • the required braking torque Tr * is stored in the ROM 74 as a required braking torque setting map by predetermining the relationship among the brake pedal position BP, the vehicle speed V, and the required torque Tr *.
  • FIG. 5 shows an example of a map for setting the required torque.
  • the rotational speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or by dividing the rotational speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35. In this way, when the battery 50 is in a state where it can be stored, the braking force of the brake is supplemented by the regenerative braking power of the motor MG2.
  • step S160 when it is determined in step S160 that the input limit Win of the battery 50 is not greater than the predetermined value Winref, that is, the input limit Win is less than or equal to the predetermined value Winref, the battery 50 is not in a sufficiently chargeable state.
  • the engine brake process is executed to output the engine brake of the engine 22 (step S180).
  • the engine brake process will be described.
  • the engine braking process calculates the braking power required for engine braking from the difference between the required braking power Pr * calculated in the same manner as in step S 170 and the braking force that can be output in the current brake state.
  • FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30.
  • the left S-axis indicates the rotation speed of the sun gear 31 which is the rotation speed Nml of the motor MG1
  • the C-axis indicates the rotation speed of the carrier 34 which is the rotation speed Ne of the engine 22
  • the R-axis indicates the rotation speed of the motor MG2.
  • the rotation speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown.
  • “/ 0” shows the gear ratio of the power distribution and integration mechanism 30.
  • the torque of (1/1 / ⁇ ⁇ ⁇ 1) acts as a braking torque on the ring gear shaft 32a.
  • the motor MG1 consumes the power of the battery 50 to motor the engine 22 and output a so-called engine brake to the ring gear shaft 32a, thereby braking the brake. Is to compensate.
  • step S150 the processing after step S150 is executed. If it is determined in step S150 that the vehicle speed V is less than or equal to the threshold value Vref, the inverters 41 and 42 of the motors MG1 and MG2 are gated off in step S1 30, and the shift position is changed from the N position in step S140! When it is determined that there is no! /, The processing from step S100 described above is executed, and when it is determined that the shift position has been changed from the N position, this routine is terminated.
  • the inverters 41 and 42 are shut off at the normal time, and the shift position is the N position.
  • the inverter 42 is controlled to output the regenerative braking power to the ring gear shaft 32a by converting the power of the ring gear shaft 32a into electric power by the motor MG2.
  • the inverters 41 and 42 are shut off at normal times to prevent power from being output from the motors MG1 and MG2, and at abnormal times, the regenerative braking power by the motor MG2 is turned off without shutting down the inverters 41 and 42 at the gate Is output to the ring gear shaft 32a. Therefore, the braking force can be secured even when the shift position is the N position and the brake is abnormal.
  • the inverter 41 is controlled so that the braking power from the engine brake generated by motoring the engine 22 by the motor MG1 is output to the ring gear shaft 32a. Braking force can be secured. Furthermore, when the input limit Win of the battery 50 is larger than the predetermined value Winre; f (when the battery 50 can be sufficiently charged), the electric power generated by the output of the regenerative braking power of the motor MG2 is supplied to the battery 50.
  • the inverters 41 and 42 are gated even at the time of abnormality, so that power is not supplied from the inverters 41 and 42 and the motors MG1, M G2 Power can be prevented from being output from the vehicle, and the vehicle speed V is less than the threshold value Vre; f.
  • the inverters 41 and 42 are not shut off, and the regenerative braking power output by the motor MG2 or the braking power by the engine brake by the motoring of the motor MG1 is output to the ring gear shaft 32a.
  • the vehicle speed V is less than or equal to the threshold value Vref, braking can be performed by the brake in which an abnormality has occurred.
  • the braking power of the engine 22 due to the motoring of the motor MG1 is used, which uses the regenerative braking power of the motor MG2 and the braking power of the engine 22 due to the motoring of the motor MG1. It may be used. Even in this way, the braking force can be secured even when the shift position is the N position and an abnormality occurs in the brake.
  • the input limit Win is greater than the predetermined value Winre; f in step S160! /
  • the input limit Win is greater than the predetermined value Winre; f, in step S170, only the regenerative braking power by the motor MG2 is used.
  • the braking power of the engine 22 by motoring of the motor MG1 may be used. In this way, when the brake is abnormal and the battery 50 is in a chargeable state, the braking force can be further secured.
  • the force is assumed to use only the braking force of the engine 22 due to motoring of the motor MG1 in step S180.
  • the regenerative braking power by the motor MG2 corresponding to the power consumed by the motor MG1 may be used. In this way, when the brake is abnormal and the battery 50 is not sufficiently charged, the braking force can be further maintained.
  • step S160 the force that switches between the regenerative braking power by the motor MG2 and the braking power of the engine 22 by the motoring of the motor MG1 based on the input restriction Win. This process is omitted. May be.
  • the regenerative braking power by the motor MG2 may be used, or the braking power of the engine 22 by the motoring of the motor MG1 may be used, but the braking of the engine 22 by the motoring of the motor MG1 may be used. Equivalent to the power consumed by motor MG1 while using power From the viewpoint of protection of the battery 50, it is preferable to use the regenerative braking power by the motor MG2.
  • the regenerative braking power by the motor MG2 and the braking power of the engine 22 by motoring of the motor MG1 are switched based on the input restriction Win in step S160. This switching may be done based on the capacity SOC. Even in this case, the battery 50 can be protected because the braking state is switched depending on whether or not the battery 50 is sufficiently charged.
  • the regenerative braking power required for the motor MG2 is obtained from the difference between the required braking power Pr * and the braking force that can be output in the current brake state.
  • the maximum regenerative braking power that can be output may be calculated, and the difference between the calculated regenerative braking power and the required braking power Pr * may be output from the brake. In this way, the battery 50 can be charged with as much regenerative braking power as possible. The same applies to the braking power of engine 22 due to motoring of motor MG1.
  • the force that does not shut off the inverters 41 and 42 is detected in steps S170 and S180.
  • the inverters 41 and 42 may not be gated when it is estimated that the braking force is insufficient in the state, and the inverters 41 and 42 may be gated otherwise. In this way, it is possible to further prevent the drive torque from being output from the motors MG1, MG2 at the N position.
  • the hydraulic pressure leakage pipe is closed and the hydraulic pressure valve is closed, not shown, provided in the hydraulic pipe. This may be omitted.
  • the threshold value Vref for determining whether or not the gates of the inverters 41 and 42 can be shut off can be stopped even by a brake whose abnormality has occurred and the hydraulic pressure has decreased. It shall be determined by the vehicle speed.
  • the power that the power of the motor MG2 is shifted by the reduction gear 35 and is output to the ring gear shaft 32a As illustrated in the modified automobile 120 in FIG. 7, the motor MG2 May be connected to a different axle (axle connected to wheels 39e, 39f in FIG. 7) than the axle to which the ring gear shaft 32a is connected (the axle connected to the drive wheels 39a, 39b force S). .
  • the force for outputting the power of the engine 22 to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30 is a modification of FIG.
  • the motor 22 includes a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power.
  • the power of the hybrid vehicle 20 including the engine 22 and the motors MG1, MG2 is used. As shown in the modification of Fig. 9, the power of the motor MG2 is output to the drive wheels 39a, 39b.
  • the electric vehicle 320 may be used.
  • the power of the series parallel or hybrid vehicle may be the series or hybrid vehicle, or the parallel hybrid vehicle! /.
  • the present invention is not limited to those applied to such vehicles, but may be applied to vehicles other than automobiles. Furthermore, it may be a form of such a vehicle control method.
  • the present invention is applicable to industries related to automobiles such as passenger cars, buses, and trucks, as well as industries related to transportation vehicles such as trains, ships, and aircraft.

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Abstract

L'invention concerne un véhicule hybride (20) commandant des onduleurs (41, 42) comme suit. Quant un levier de changement de vitesses (81) est sur une position N et quand un frein comprenant un actionneur de frein (92) est dans un état normal, les onduleurs (41, 42) sont à porte fermée. Quand le levier de changement de vitesses (81) est sur la position N et quand le frein est dans un état anormal, les onduleurs (41, 42) ne sont pas à porte fermée, de telle manière qu'une force de freinage obtenue par une force de freinage à récupération d'énergie par un moteur (MG2) et qu'un frein moteur obtenu par l'entraînement d'un moteur (22) en utilisant un moteur (MG1) sont transmis sur un arbre à couronne (32a). Dans ce cas, la commutation entre la sortie de la force de freinage à récupération d'énergie et la force de freinage par le moteur (22) est effectuée selon qu'une batterie (50) peut être suffisamment chargée ou non. Ainsi, quand le frein est dans un état anormal, la force de freinage des moteurs (MG1, MG2) est utilisée.
PCT/JP2007/057980 2006-04-20 2007-04-11 Vehicule et son procede de commande WO2007123036A1 (fr)

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WO2011069724A1 (fr) * 2009-12-08 2011-06-16 Robert Bosch Gmbh Procédé de freinage d'un véhicule ayant un moteur d'entraînement électrique
CN109968985A (zh) * 2017-12-26 2019-07-05 丰田自动车株式会社 电动车辆
CN115817187A (zh) * 2022-12-19 2023-03-21 潍柴动力股份有限公司 混合动力车辆的能量回收方法

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US8583309B2 (en) 2009-11-13 2013-11-12 Toyota Jidosha Kabushiki Kaisha Hybrid vehicle and control method of hybrid vehicle
JP5678949B2 (ja) * 2012-12-14 2015-03-04 株式会社豊田自動織機 速度制御装置
JP6269589B2 (ja) 2015-06-16 2018-01-31 トヨタ自動車株式会社 電動車両

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